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NaturalGasVehicle Basics NaturalGasVehicle Basics NaturalGasVehicle Basics August 20, 2013 - 9:15am Addthis Photo of a large truck stopped at a gas station that reads 'NaturalGas for Vehicles.' Naturalgasvehicles (NGVs) are either fueled exclusively with compressed naturalgas or liquefied naturalgas (dedicated NGVs) or are capable of naturalgas and gasoline fueling (bi-fuel NGVs). Dedicated NGVs are designed to run only on naturalgas. Bi-fuel NGVs have two separate fueling systems that enable the vehicle to use either naturalgas or a conventional fuel (gasoline or diesel). In general, dedicated naturalgasvehicles demonstrate better performance and have lower emissions than bi-fuel vehicles because their engines are optimized to run on naturalgas. In addition, the vehicle does not have to

NaturalGas Research NaturalGas Research Naturalgas offers tremendous opportunities for reducing the use of petroleum in transportation. Medium and heavy-duty fleets, which have significant potential to use naturalgas, currently consume more than a third of the petroleum in transportation in the U.S. Naturalgas is an excellent fit for a wide range of heavy-duty applications, especially transit buses, refuse haulers, and Class 8 long-haul or delivery trucks. In addition, naturalgas can be a very good choice for light-duty vehicle fleets with central refueling. See the Alternative Fuels Data Center for a description of the uses and benefits of naturalgasvehicles or its Laws and Incentives database for information on tax incentives. The Vehicle Technologies Office (VTO) supports the development of naturalgas engines and research into renewable naturalgas production.

Vehicles powered by naturalgas are currently used in the United States and other parts of the world. While the number of such vehicles in the US is small, the potential exists for substantial growth. For that reason and because naturalgas-fueled vehicles have different performance, emission, and safety characteristics than do gasoline- or diesel-fueled vehicles, a study was conducted to document the environmental concerns related to naturalgas vhicles. These concerns include those related to vehicle emissions and air quality regulations, safety hazards and regulations, naturalgas supply, regulation of naturalgas sales, and institutional impacts. This paper reports the results of that study, updated to include the results of several more recent analyses. The paper concludes in particular that while both the safety and emissions records of these vehicles appear satisfactory to date, a comprehensive data base exists in neither area.

fueled truck fleet of more than 100 refuse hauling vehicles and plans to add more will include exhaust from on-road vehicles and from materials handling equipment, dust from refuse renewable naturalgas. CR&R plans to add 100 CNG/LNG vehicles to its fleet over the next

In the United States, recent shale gas discoveries have generated renewed interest in using naturalgas as a vehicular fuel, primarily in fleet applications, while outside the United States, naturalgasvehicle use has expanded significantly in the past decade. In this report for the U.S. Department of Energy's Clean Cities Program - a public-private partnership that advances the energy, economic, and environmental security of the U.S. by supporting local decisions that reduce petroleum use in the transportation sector - we have examined the state of naturalgasvehicle technology, current market status, energy and environmental benefits, implications regarding advancements in European naturalgasvehicle technologies, research and development efforts, and current market barriers and opportunities for greater market penetration. The authors contend that commercial intracity trucks are a prime area for advancement of this fuel. Therefore, we examined an aggressive future market penetration of naturalgas heavy-duty vehicles that could be seen as a long-term goal. Under this scenario using Energy Information Administration projections and GREET life-cycle modeling of U.S. on-road heavy-duty use, naturalgasvehicles would reduce petroleum consumption by approximately 1.2 million barrels of oil per day, while another 400,000 barrels of oil per day reduction could be achieved with significant use of naturalgas off-road vehicles. This scenario would reduce daily oil consumption in the United States by about 8%.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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The unavailability of naturalgasvehicle (NGV) refueling stations constitutes one of the major barriers to the wide spread utilization of naturalgas in the transportation market. The purpose of this paper is to review and evaluate the current technical and economic status of compressed naturalgasvehicle refueling stations and to identify the components or design features that offer the greatest potential for performance improvements and/or cost reductions. Both fast-fill- and slow-fill-type refueling systems will be discussed. 4 refs., 10 figs., 6 tabs.

The project objective is to demonstrate the viability of HCNG fuel (30 to 50% hydrogen by volume and the remainder naturalgas) to reduce emissions from light-duty on-road vehicles with no loss in performance or efficiency. The City of Las Vegas has an interest in alternative fuels and already has an existing hydrogen refueling station. Collier Technologies Inc (CT) supplied the latest design retrofit kits capable of converting nine compressed naturalgas (CNG) fueled, light-duty vehicles powered by the Ford 5.4L Triton engine. CT installed the kits on the first two vehicles in Las Vegas, trained personnel at the City of Las Vegas (the City) to perform the additional seven retrofits, and developed materials for allowing other entities to perform these retrofits as well. These vehicles were used in normal service by the City while driver impressions, reliability, fuel efficiency and emissions were documented for a minimum of one year after conversion. This project has shown the efficacy of operating vehicles originally designed to operate on compressed naturalgas with HCNG fuel incorporating large quantities of exhaust gas recirculation (EGR). There were no safety issues experienced with these vehicles. The only maintenance issue in the project was some rough idling due to problems with the EGR valve and piping parts. Once the rough idling was corrected no further maintenance issues with these vehicles were experienced. Fuel economy data showed no significant changes after conversion even with the added power provided by the superchargers that were part of the conversions. Driver feedback for the conversions was very favorable. The additional power provided by the HCNG vehicles was greatly appreciated, especially in traffic. The drivability of the HCNG vehicles was considered to be superior by the drivers. Most of the converted vehicles showed zero oxides of nitrogen throughout the life of the project using the State of Nevada emissions station.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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2000. NaturalGasVehicle Coalition, Energy Policy Act ofPolicy Alternative Fuel Vehicles: The Case of Compressed NaturalGas (NaturalGasVehicles Stall on Way to Market, Forum for Applied Research and Public Policy,

An engineering research and design competition to develop and demonstrate dedicated naturalgas-powered light-duty trucks, the NaturalGasVehicle (NGV) Challenge, was held June 6--11, 1191, in Oklahoma. Sponsored by the US Department of Energy (DOE), Energy, Mines, and Resources -- Canada (EMR), the Society of Automative Engineers (SAE), and General Motors Corporation (GM), the competition consisted of rigorous vehicle testing of exhaust emissions, fuel economy, performance parameters, and vehicle design. Using Sierra 2500 pickup trucks donated by GM, 24 teams of college and university engineers from the US and Canada participated in the event. A gasoline-powered control testing as a reference vehicle. This paper discusses the results of the event, summarizes the technologies employed, and makes observations on the state of naturalgasvehicle technology.

An engineering research and design competition to develop and demonstrate dedicated naturalgas-powered light-duty trucks, the NaturalGasVehicle (NGV) Challenge, was held June 6--11, 1191, in Oklahoma. Sponsored by the US Department of Energy (DOE), Energy, Mines, and Resources -- Canada (EMR), the Society of Automative Engineers (SAE), and General Motors Corporation (GM), the competition consisted of rigorous vehicle testing of exhaust emissions, fuel economy, performance parameters, and vehicle design. Using Sierra 2500 pickup trucks donated by GM, 24 teams of college and university engineers from the US and Canada participated in the event. A gasoline-powered control testing as a reference vehicle. This paper discusses the results of the event, summarizes the technologies employed, and makes observations on the state of naturalgasvehicle technology.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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ESD/10-4 ESD/10-4 NaturalGasVehicles: Status, Barriers, and Opportunities Energy Systems Division About Argonne National Laboratory Argonne is a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC under contract DE-AC02-06CH11357. The Laboratory's main facility is outside Chicago, at 9700 South Cass Avenue, Argonne, Illinois 60439. For information about Argonne and its pioneering science and technology programs, see www.anl.gov.

The Department of Energy's Office of Transportation Technologies is initiating the Next Generation NaturalGasVehicle (NGNGV) Program to develop commercially viable medium- and heavy-duty naturalgasvehicles. These new vehicles will incorporate advanced alternative fuel vehicle technologies that were developed by DOE and others.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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Forum 2014 Meeting Forum 2014 Meeting NaturalGasVehicle Technology Form (NGVTF) logo The NaturalGasVehicle Technology Forum (NGVTF) will hold a meeting for stakeholders on Jan. 14-15, 2014, at Brookhaven National Laboratory in Upton, New York. Meeting Details Date: Jan. 14-15, 2014 | Icon of a calendar. Add to my calendar Location: Brookhaven National Laboratory 33 Lewis Rd. Upton, NY 11961 The National Renewable Energy Laboratory is hosting this meeting in partnership with the U.S. Department of Energy and the California Energy Commission to support the development and deployment of commercially competitive naturalgas engines, vehicles, and infrastructure. NGVTF is free and open to stakeholders, so join the conversation about naturalgas engines, vehicles, infrastructure, and codes and standards.

The U.S. Department of Energy (DOE), Office of Heavy Vehicle Technologies (OHVT) is promoting the use of naturalgas as a fuel option in the transportation energy sector through its naturalgasvehicle program [1]. The goal of this program is to eliminate the technical and cost barriers associated with displacing imported petroleum. This is achieved by supporting research and development in technologies that reduce manufacturing costs, reduce emissions, and improve vehicle performance and consumer acceptance for naturalgas fueled vehicles. In collaboration with Brookhaven National Laboratory, projects are currently being pursued in (1) liquefied naturalgas production from unconventional sources, (2) onboard naturalgas storage (adsorbent, compressed, and liquefied), (3) naturalgas delivery systems for both onboard the vehicle and the refueling station, and (4) regional and enduse strategies. This paper will provide an overview of these projects highlighting their achievements and current status. In addition, it will discuss how the individual technologies developed are being integrated into an overall program strategic plan.

The commercialization of gaseous hydrogen fueled vehicles requires both the development of hydrogen fueled vehicles and the establishment of a hydrogen fueling infrastructure. These requirements create a classic chicken and egg scenario in that manufacturers will not build and consumers will not buy vehicles without an adequate refueling infrastructure and potential refueling station operators will not invest the needed capital without an adequate market to serve. One solution to this dilemma is to create a bridging strategy whereby hydrogen is introduced gradually via another carrier. The only contending alternative fuel that can act as a bridge to hydrogen fueled vehicles is naturalgas. To explore this possibility, IGT is conducting emission tests on its dedicated naturalgasvehicle (NGV) test platform to determine what, if any, effects small quantities of hydrogen have on emissions and performance. Furthermore, IGT is actively developing an adsorbent based low-pressure naturalgas storage system for NGV applications. This system has also shown promise as a storage media for hydrogen. A discussion of our research results in this area will be presented. Finally, a review of IGT's testing facility will be presented to indicate our capabilities in conducted naturalgas/hydrogen vehicle (NGHV) research. 3 refs., 10 figs.

The commercialization of gaseous hydrogen fueled vehicles requires both the development of hydrogen fueled vehicles and the establishment of a hydrogen fueling infrastructure. These requirements create a classic chicken and egg scenario in that manufacturers will not build and consumers will not buy vehicles without an adequate refueling infrastructure and potential refueling station operators will not invest the needed capital without an adequate market to serve. One solution to this dilemma is to create a bridging strategy whereby hydrogen is introduced gradually via another carrier. The only contending alternative fuel that can act as a bridge to hydrogen fueled vehicles is naturalgas. To explore this possibility, IGT is conducting emission tests on its dedicated naturalgasvehicle (NGV) test platform to determine what, if any, effects small quantities of hydrogen have on emissions and performance. Furthermore, IGT is actively developing an adsorbent based low-pressure naturalgas storage system for NGV applications. This system has also shown promise as a storage media for hydrogen. A discussion of our research results in this area will be presented. Finally, a review of IGT's testing facility will be presented to indicate our capabilities in conducted naturalgas/hydrogen vehicle (NGHV) research. 3 refs., 10 figs.

The report describes the experience of the City of Houston in defining the compressed naturalgas fueled vehicle research scope and issues. It details the ways in which the project met initial expectations, and how the project scope, focus, and duration were adjusted in response to unanticipated results. It provides examples of real world successes and failures in efforts to commercialize basic research in adapting a proven technology (naturalgas) to a noncommercially proven application (vehicles). Phase one of the demonstration study investigates, develops, documents, and disseminates information regarding the economic, operational, and environmental implications of utilizing compressed naturalgas (CNG) in various truck fueling applications. The four (4) truck classes investigated are light duty gasoline trucks, medium duty gasoline trucks, medium duty diesel trucks and heavy duty diesel trucks. The project researches aftermarket CNG conversions for the first three vehicle classes and original equipment manufactured (OEM) CNG vehicles for light duty gasoline and heavy duty diesel classes. In phase two of the demonstration project, critical issues are identified and assessed with respect to implementing use of CNG fueled vehicles in a large vehicle fleet. These issues include defining changes in local, state, and industry CNG fueled vehicle related codes and standards; addressing vehicle fuel storage limitations; using standardized vehicle emission testing procedures and results; and resolving CNG refueling infrastructure implementation issues and related cost factors. The report identifies which CNG vehicle fueling options were tried and failed and which were tried and succeeded, with and without modifications. The conclusions include a caution regarding overly optimistic assessments of CNG vehicle technology at the initiation of the project.

Under a contract from DOE`s National Renewable Energy Laboratory (NREL) and support from Brooklyn Union Gas Company (BUG), Northern Illinois Gas Co., the Institute of Gas Technology (IGT) evaluated four state-of-the-art, electronic, closed-loop naturalgasvehicle (NGV) conversion systems. The systems included an Impco electronic closed-loop system, Mogas electronic closed-loop system, Stewart and Stevenson`s GFI system, and an Automotive NaturalGas Inc. (ANGI) Level 1 electronic closed-loop conversion system. Conversion system evaluation included emission testing per 40 CFR Part 86, and driveability. All testing was performed with a 1993 Chevy Lumina equipped with a 3.1 liter MPFI V6 engine. Each system was emission tested using three different certified compositions of naturalgas, representing the 10th, mean and 90th percentile gas compositions distributed in the United States. Emission testing on indolene was performed prior to conversion kit testing to establish a base emission value. Indolene testing was also performed at the end of the project when the vehicle was converted to its OEM configuration to ensure that the vehicle`s emissions were not altered during testing. The results of these tests will be presented.

This patent describes a no loss fueling station for delivery of liquid naturalgas (LNG) to a use device such as a motor vehicle. It comprises: a pressure building tank holding a quantity of LNG and gas head; means for delivering LNG to the pressure building tank; means for selectively building the pressure in the pressure building tank; means for selectively reducing the pressure in the pressure building tank; means for controlling the pressure building and pressure reducing means to maintain a desired pressure in the pressure building tank without venting naturalgas to the atmosphere; and means for delivering the LNG from the pressure building tank to the use device.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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A safety analysis was performed to assess the relative hazard of compressed naturalgas (CNG) fueled vehicles traveling on various tunnels and bridges in New York City. The study considered those hazards arising from the release of fuel from CNG vehicles ranging in size from a passenger sedan to a full size 53 passenger bus. The approach used was to compare the fuel hazard of CNG vehicles to the fuel hazard of gasoline vehicles. The risk was assessed by estimating the frequency of occurrence and the severity of the hazard. The methodology was a combination of analyzing accident data, performing a diffusion analysis of the gas released in the tunnel and determining the consequences of ignition. Diffusion analysis was performed using the TEMPEST code for various accident scenarios resulting in CNG release inside the Holland Tunnel. The study concluded that the overall hazard of CNG vehicles transiting a ventilated tunnel is less than the hazard from a comparable gasoline fueled vehicle. 134 refs., 23 figs., 24 tabs.

Under the auspices of the National Energy Technology Laboratory and the US Department of Energy, the Clean Vehicle Education Foundation conducted a three-year program to increase the understanding of the safe and proper use and maintenance of vehicular compressed naturalgas (CNG) fuel systems. High-pressure fuel systems require periodic inspection and maintenance to insure safe and proper operation. The project addressed the needs of CNG fuel containers (cylinders) and associated high-pressure fuel system components related to existing law, codes and standards (C&S), available training and inspection programs, and assured coordination among vehicle users, public safety officials, fueling station operators and training providers. The program included a public and industry awareness campaign, establishment and administration of a cylinder inspector certification training scholarship program, evaluation of current safety training and testing practices, monitoring and investigation of CNG vehicle incidents, evaluation of a cylinder recertification program and the migration of CNG vehicle safety knowledge to the nascent hydrogen vehicle community.

As a means of lowering greenhouse gas emissions, increasing economic growth, and reducing the dependency on imported oil, the Department of Energy and Brookhaven National Laboratory (DOE/ BNL) is promoting the substitution of liquefied naturalgas (LNG) in heavy-vehicles that are currently being fueled by diesel. Heavy vehicles are defined as Class 7 and 8 trucks (> 118,000 pounds GVVV), and transit buses that have a fuel usage greater than 10,000 gallons per year and driving range of more than 300 miles. The key in making LNG market-competitive with all types of diesel fuels is in improving energy efficiency and reducing costs of LNG technologies through systems integration. This paper integrates together the three LNG technologies of: (1) production from landfills and remote well sites; (2) cryogenic fuel delivery systems; and (3) state-of-the-art storage tank and refueling facilities, with market end-use strategies. The program's goal is to develop these technologies and strategies under a ''green'' and ''clean'' strategy. This ''green'' approach reduces the net contribution of global warming gases by reducing levels of methane and carbon dioxide released by heavy vehicles usage to below recoverable amounts of naturalgas from landfills and other natural resources. Clean technology refers to efficient use of energy with low environmental emissions. The objective of the program is to promote fuel competition by having LNG priced between $0.40 - $0.50 per gallon with a combined production, fuel delivery and engine systems efficiency approaching 45%. This can make LNG a viable alternative to diesel.

This thesis analyzes pathways to directly use naturalgas, as compressed naturalgas (CNG) or liquefied naturalgas (LNG), in the transportation sector. The thesis focuses on identifying opportunities to reduce market ...

The project objective was to develop the technologies necessary to prototype a dedicated compressed naturalgas (CNG) powered, mid-size automobile with operational capabilities comparable to gasoline automobiles. A system approach was used to design and develop the engine, gas storage system and vehicle packaging. The 2.4-liter DOHC engine was optimized for naturalgas operation with high-compression pistons, hardened exhaust valves, a methane-specific catalytic converter and multi-point gaseous injection. The chassis was repackaging to increase space for fuel storage with a custom-designed, cast-aluminum, semi-trailing arm rear suspension system, a revised flat trunk sheet-metal floorpan and by equipping the car with run-flat tires. An Integrated Storage system (ISS) was developed using all-composite, small-diameter cylinders encapsulated within a high-strength fiberglass shell with impact-absorbing foam. The prototypes achieved the target goals of a city/highway driving range of 300 miles, ample trunk capacity, gasoline vehicle performance and ultra low exhaust emissions.

is as a result of the more expensive fuel storage tank required to store naturalgas safely and effectively). Because of the relative density of naturalgas and size of CNG storage containers, CNG vehicles typically1 Economic Implications of NaturalGasVehicle Technology in U.S. Private Automobile Transportation

Using Gasoline, Diesel, and Compressed NaturalGas (CNG) Vehicles, Characterize the Significance from naturalgasvehicles will help in the development of PM mitigation technologies. This in turn emissions beyond applicable standards, and that benefit naturalgas ratepayers (Public Resources Code 25620

This report contains summary information on three meetings and highlights of a fourth meeting held by the Society of Automotive Engineers on naturalgas fueled vehicles. The meetings covered the following: Naturalgas engine and vehicle technology; Safety aspects of alternately fueled vehicles; Catalysts and emission control--Meeting the legislative standards; and LNG--Strengthening the links.

The bibliography contains citations concerning the naturalgasvehicle market and infrastructure. Topics include systems descriptions and evaluations, and economic and environmental considerations. Naturalgas electric hybrid vehicles are discussed. (Contains 50-250 citations and includes a subject term index and title list.) (Copyright NERAC, Inc. 1995)

This paper summarizes the Next Generation NaturalGasVehicle (NG-NGV) Program that is led by the U.S. Department Of Energy's (DOE's) Office of Heavy Vehicle Technologies (OHVT) through the National Renewable Energy Laboratory (NREL). The goal of this program is to develop and implement one Class 3-6 compressed naturalgas (CNG) prototype vehicle and one Class 7-8 liquefied naturalgas (LNG) prototype vehicle in the 2004 to 2007 timeframe. OHVT intends for these vehicles to have 0.5 g/bhp-hr or lower emissions of oxides of nitrogen (NOx) by 2004 and 0.2 g/bhp-hr or lower NOx by 2007. These vehicles will also have particulate matter (PM) emissions of 0.01 g/bhp-hr or lower by 2004. In addition to ambitious emissions goals, these vehicles will target life-cycle economics that are compatible with their conventionally fueled counterparts.

NaturalGasVehicle and Infrastructure Codes and Standards Citations NaturalGasVehicle and Infrastructure Codes and Standards Citations This document lists codes and standards typically used for U.S. naturalgasvehicle and infrastructure projects. To determine which codes and standards apply to a specific project, identify the codes and standards currently in effect within the jurisdiction where the project will be located. Some jurisdictions also have unique ordinances or regulations that could apply. Learn about codes and standards basics at www.afdc.energy.gov/afdc/codes_standards_basics.html. Find naturalgasvehicle and infrastructure codes and standards in these categories: * Fire Code Requirements * General CNG Requirements and Equipment Qualifications * CNG Engine Fuel Systems * CNG Compression, Gas Processing, Storage, and Dispensing Systems

October 2, 2003 October 2, 2003 Vehicle-Mounted NaturalGas Leak Detector Passes Key "Road Test" Spots NaturalGas Leaks from 30 Feet Away At Speeds Approaching 20 Miles Per Hour Handheld Prototype Gas Detector Now Being Outfitted as a Van-Mounted Unit PSI has modified this early prototype of a handheld remote naturalgas detector to operate from a moving vehicle. ANDOVER, MA - Physical Sciences Inc. (PSI) recently conducted a successful test of its mobile naturalgas detector at the company's research facilities in Andover, Mass. PSI's prototype leak detector demonstrated its ability to spot naturalgas leaks from a distance of up to 30 feet from a vehicle moving at speeds approaching 20 miles per hour. In the United States, significant resources are devoted annually to leak

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

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Subcontractor report details work done by TIAX and Westport to test and perform cost analysis for catalytic glow plugs and shields for direct-injection naturalgas engines for the Next Generation NaturalGasVehicle Program.

The bibliography contains citations concerning the development, use, and potential of compressed naturalgas (CNG) and liquid naturalgas (LNG) to fuel vehicles. Topics include systems descriptions and evaluations, and economic and environmental considerations. Field evaluations and technology demonstrations are discussed. (Contains 50-250 citations and includes a subject term index and title list.) (Copyright NERAC, Inc. 1995)

The purpose of this report is to evaluate and make recommendations concerning technologies that promise to improve the efilciency of compressed naturalgas (CNG) light-duty vehicles. Technical targets for CNG automotive technology given in the March 1998 OffIce of Advanced Automotive Technologies research and development plan were used as guidance for this effort. The technical target that necessitates this current study is to validate technologies that enable CNG light vehicles to have at least 10% greater - fuel economy (on a miles per gallon equivalent basis) than equivalent gasoline vehicles by 2006. Other tar- gets important to naturalgas (NG) automotive technology and this study are to: (1) increase CNG vehicle range to 380 miles, (2) reduce the incremental vehicle cost (CNG vs gasoline) to $1500, and (3) meet the California ultra low-emission vehicle (ULEV) and Federal Tier 2 emission standards expected to be in effect in 2004.

Deteriorating urban air quality ranks as a top concern worldwide, since air pollution adversely affects both public health and the environment. The outlook for improving air quality in the world`s megacities need not be bleak, however, The use of naturalgas as a transportation fuel can measurably reduce urban pollution levels, mitigating chronic threats to health and the environment. Besides being clean burning, naturalgasvehicles (NGVs) are economical to operate and maintain. The current cost of naturalgas is lower than that of gasoline. Naturalgas also reduces the vehicle`s engine wear and noise level, extends engine life, and decreases engine maintenance. Today, about 700,000 NGVs operate worldwide, the majority of them converted from gasoline or diesel fuel. This article discusses the economic, regulatory and technological issues of concern to the NGV industry.

AGENDA AGENDA U. S. Department of Transportation and U.S. Department of Energy Compressed NaturalGas and Hydrogen Fuels: Lessons Learned for the Safe Deployment of Vehicles December 10-11, 2009 - Washington, DC A workshop to promote exchange of information among experts on compressed naturalgas and hydrogen fuels for vehicles and to share lessons learned from deployment of these vehicles in public transit, fleets, and consumer transportation throughout the world. Workshop Objectives: * To coordinate lessons learned by identifying similarities and critical differences between compressed naturalgas and hydrogen properties, including CNG-H2 blends, and their industries and applications (e.g., product specifications, tanks, reliability, safety procedures, risk mitigation, and dispensing)

Tests were undertaken with a Renault Express 1.4 litre converted to naturalgas operation. The effect of cold starts at cold temperatures and vehicle weight on tail pipe emissions were investigated with petrol and naturalgas operation over the FTP75 and the 91/441/EEC drive cycles. The results show that the emissions with naturalgas are unaffected by cold temperature, unlike petrol emissions which are several times higher at -15{degree}-C than at 25{degree}-C. A crude simulation, accounting for the actual temperature, shows that the conversion of a significant quantity of light duty vehicles to naturalgas operation could reduce the emissions of CO and HC by more than 90% in Switzerland. 15 refs., 17 figs., 8 tabs.

Vehicular naturalgas consumption is on the rise, totaling nearly 200 million GGEs in 2005, despite declines in total NGV inventory in recent years. This may be attributed to greater deployment of higher fuel use medium- and heavy-duty NGVs as compared to the low fuel use of the naturalgas-powered LDVs that exited the market through attrition, many of which were bi-fuel. Naturalgas station counts are down to about 1100 from their peak of about 1300. Many of the stations that closed were under-utilized or not used at all while most new stations were developed with greater attention to critical business fundamentals such as site selection, projected customer counts, peak and off-peak fueling capacity needs and total station throughput. Essentially, the nation's NGV fueling infrastructure has been--and will continue--going through a 'market correction'. While current economic fundamentals have shortened payback and improved life-cycle savings for investment in NGVs and fueling infrastructure, a combination of grants and other financial incentives will still be needed to overcome general fleet market inertia to maintain status quo. Also imperative to the market's adoption of NGVs and other alternative fueled vehicle and fueling technologies is a clear statement of long-term federal government commitment to diversifying our nation's transportation fuel use portfolio and, more specifically, the role of naturalgas in that policy. Based on the current NGV market there, and the continued promulgation of clean air and transportation policies, the Western Region is--and will continue to be--the dominant region for vehicular naturalgas use and growth. In other regions, especially the Northeast, Mid-Atlantic states and Texas, increased awareness and attention to air quality and energy security concerns by the public and - more important, elected officials--are spurring policies and programs that facilitate deployment of NGVs and fueling infrastructure. Because of their high per-vehicle fuel use, central fueling and sensitivity to fuel costs, fleets will continue to be the primary target for NGV deployment and station development efforts. The transit sector is projected to continue to account for the greatest vehicular naturalgas use and for new volume growth. New tax incentives and improved life-cycle economics also create opportunities to deploy additional vehicles and install related vehicular naturalgas fueling infrastructure in the refuse, airport and short-haul sectors. Focusing on fleets generates the highest vehicular naturalgas throughout but it doesn't necessarily facilitate public fueling infrastructure because, generally, fleet operators prefer not to allow public access due to liability concerns and revenue and tax administrative burdens. While there are ways to overcome this reluctance, including ''outside the fence'' retail dispensers and/or co-location of public and ''anchor'' fleet dispensing capability at a mutually convenient existing or new retail location, each has challenges that complicate an already complex business transaction. Partnering with independent retail fuel station companies, especially operators of large ''truck stops'' on the major interstates, to include naturalgas at their facilities may build public fueling infrastructure and demand enough to entice the major oil companies to once again engage. Garnering national mass media coverage of success in California and Utah where vehicular naturalgas fueling infrastructure is more established will help pave the way for similar consumer market growth and inclusion of public accessibility at stations in other regions. There isn't one ''right'' business model for growing the nation's NGV inventory and fueling infrastructure. Different types of station development and ownership-operation strategies will continue to be warranted for different customers in different markets. Factors affecting NGV deployment and station development include: regional air quality compliance status and the state and/or local political climate regarding mandates and/or in

The NaturalGasVehicle Challenge '92, organized by Argonne National Laboratory and sponsored by the US Department of Energy, the Energy, Mines, and Resources - Canada, the Society of Automotive Engineers, and many others, resulted in 20 varied approaches to the conversion of a gasoline-fueled, spark-ignited, internal combustion engine to dedicated naturalgas use. Starting with a GMC Sierra 2500 pickup truck, donated by General Motors, teams of college and university student engineers strived to optimize Chevrolet V-8 engines operating on naturalgas for improved emissions, fuel economy, performance, and advanced design features. This paper focuses on the results of the emission event, and compares engine mechanical configurations, engine management systems, catalyst configurations and locations, and approaches to fuel control and the relationship of these parameters to engine-out and tailpipe emissions of regulated exhaust constituents. Nine of the student-modified trucks passed the current levels of exhaust emission standards, and some exceeded the strictest future emissions standards envisioned by the US Environmental Protection Agency. Factors in achieving good emissions control using naturalgas are summarized, and observations concerning necessary components of a successful emissions control strategy are presented.

The NaturalGasVehicle Challenge `92, organized by Argonne National Laboratory and sponsored by the US Department of Energy, the Energy, Mines, and Resources - Canada, the Society of Automotive Engineers, and many others, resulted in 20 varied approaches to the conversion of a gasoline-fueled, spark-ignited, internal combustion engine to dedicated naturalgas use. Starting with a GMC Sierra 2500 pickup truck, donated by General Motors, teams of college and university student engineers strived to optimize Chevrolet V-8 engines operating on naturalgas for improved emissions, fuel economy, performance, and advanced design features. This paper focuses on the results of the emission event, and compares engine mechanical configurations, engine management systems, catalyst configurations and locations, and approaches to fuel control and the relationship of these parameters to engine-out and tailpipe emissions of regulated exhaust constituents. Nine of the student-modified trucks passed the current levels of exhaust emission standards, and some exceeded the strictest future emissions standards envisioned by the US Environmental Protection Agency. Factors in achieving good emissions control using naturalgas are summarized, and observations concerning necessary components of a successful emissions control strategy are presented.

This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed naturalgas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-duty vehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the best-case'' results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author's experience with fuel delivery systems for light-duty vehicles.

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This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed naturalgas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-duty vehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the ``best-case`` results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author`s experience with fuel delivery systems for light-duty vehicles.

This study was designed to evaluate the effectiveness of aftermarket fuel delivery systems for vehicles fueled by compressed naturalgas (CNG) and liquefied petroleum gas (LPG). Most of the CNG and LPG vehicles studied were converted to the alternative fuel after purchase. There are wide variations in the quality of the conversion hardware and the installation. This leads to questions about the overall quality of the converted vehicles, in terms of emissions, safety, and performance. There is a considerable body of emissions data for converted light-duty vehicles, and a smaller amount for medium- and heavy-duty vehicles. However, very few of these data involve real world conditions, and there is growing concern about in-use emissions. This report also attempts to assess factors that could allow in-use emissions to vary from the best-case'' results normally reported. The study also addresses issues of fuel supply, fuel composition, performance, safety, and warranty waivers. The report is based on an extensive literature and product survey and on the author's experience with fuel delivery systems for light-duty vehicles.

In addition to their significant environmental impacts, medium-duty and heavy-duty (HD) vehicles are high volume fuel users. Development of such vehicles, which include transit buses, refuse trucks, and HD Class 6-8 trucks, that are fueled with naturalgas is strategic to market introduction of naturalgasvehicles (NGV). Over the past five years the Department of Energy's (DOE) Office of Heavy Vehicle Technologies (OHVT) has funded technological developments in NGV systems to support the growth of this sector in the highly competitive transportation market. The goals are to minimize emissions associated with NGV use, to improve on the economies of scale, and to continue supporting the testing and safety assessments of all new systems. This paper provides an overview of the status of major projects under a program supported by DOE/OHVT and managed by Brookhaven National Laboratory. The discussion focuses on the program's technical strategy in meeting specific goals proposed by the N GV industry and the government. Relevant projects include the development of low-cost fuel storage, fueling infrastructure, and HD vehicle applications.

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A no loss fueling station is described for delivery of liquid naturalgas (LNG) to a fuel tank of a use device such as a motor vehicle, comprising: (a) a pressure building tank holding a quantity of LNG and a naturalgas head; (b) first means for selectively building the pressure and temperature in the pressure building tank; (c) second means for selectively reducing the pressure and temperature in the pressure building tank; (d) means for controlling the first and second means to maintain a desired pressure and temperature in the pressure building tank without venting naturalgas to the atmosphere; and (e) means for delivering LNG from the pressure building tank to the use device.

This report is a summary of the operations and testing of internal combustion engine vehicles that were fueled with 100% hydrogen and various blends of hydrogen and compressed naturalgas (HCNG). It summarizes the operations of the Arizona Public Service Alternative Fuel Pilot Plant, which produces, compresses, and dispenses hydrogen fuel. Other testing activities, such as the destructive testing of a CNG storage cylinder that was used for HCNG storage, are also discussed. This report highlights some of the latest technology developments in the use of 100% hydrogen fuels in internal combustion engine vehicles. Reports are referenced and WWW locations noted as a guide for the reader that desires more detailed information. These activities are conducted by Arizona Public Service, Electric Transportation Applications, the Idaho National Laboratory, and the U.S. Department of Energys Advanced Vehicle Testing Activity.

The on-board storage capacity of naturalgasvehicles (NGVs) is a critical issue to the wide spread marketing of these alternate fueled vehicles. Underfilling of NGV cylinders, during fast fill (< 5 min.) charging operations, can occur at fueling stations, at ambient temperatures greater than 50{degrees}F or 60{degrees}F. The resulting reduced driving range of the vehicle is a serious obstacle which the gas industry is striving to overcome, without resorting to unnecessarily high fueling station pressures, or by applying extensive overpressurization of the cylinder during the fueling operation. Undercharged storage cylinders are a result of the elevated temperature which occurs in the NGV storage cylinder, due to compression and other processes which have not, to the author`s knowledge, been analyzed and documented to date. This paper presents a model and solution methodology which quantifies the cylinder undercharging phenomena which occurs during rapid (< 5 min.) fueling. The effects of heat transfer from the cylinder gas to its constraining walls and ambient are considered in the model analysis. The ramifications of the results on fueling station and cylinder designs are discussed. Suggestions are made for controlled experimental programs to verify the theoretical results, and for fueling station design studies which could minimize or eliminate cylinder underfilling.

This report provides a general overview of gas composition issues related to compressed naturalgas for vehicles, recent research, and practical experience gained in the field. Its purpose is to summarize and communicate information and, where possible, to help fuel providers, original equipment manufacturers, and other members of the industry to formulate appropriate responses to emerging challenges and issues. Three critical topics are covered: compressor oil carryover, moisture content, and elevated levels of higher hydrocarbons. Where appropriate, economic analyses and general guidelines are provided to indicate alternative approaches to fuel issues and relative costs.

The NaturalGasVehicle (NGV) Challenge `92, was organized by Argonne National Laboratory. The main sponsors were the US Department of Energy the Energy, Mines, and Resources -- Canada, and the Society of Automotive Engineers. It resulted in 20 varied approaches to the conversion of a gasoline-fueled, spark-ignited, internal combustion engine to dedicated naturalgas use. Starting with a GMC Sierra 2500 pickup truck donated by General Motors, teams of college and university student engineers worked to optimize Chevrolet V-8 engines operating on naturalgas for improved emissions, fuel economy, performance, and advanced design features. This paper focuses on the results of the emission event, and compares engine mechanical configurations, engine management systems, catalyst configurations and locations, and approaches to fuel control and the relationship of these parameters to engine. out and tailpipe emissions of regulated exhaust constituents. Nine of the student modified trucks passed the current levels of exhaust emission standards, and some exceeded the strictest future emissions standards envisioned by the US Environmental Protection Agency. Factors contributing to good emissions control using naturalgas are summarized, and observations concerning necessary components of a successful emissions control strategy are presented.

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The NaturalGasVehicle (NGV) Challenge '92, was organized by Argonne National Laboratory. The main sponsors were the US Department of Energy the Energy, Mines, and Resources -- Canada, and the Society of Automotive Engineers. It resulted in 20 varied approaches to the conversion of a gasoline-fueled, spark-ignited, internal combustion engine to dedicated naturalgas use. Starting with a GMC Sierra 2500 pickup truck donated by General Motors, teams of college and university student engineers worked to optimize Chevrolet V-8 engines operating on naturalgas for improved emissions, fuel economy, performance, and advanced design features. This paper focuses on the results of the emission event, and compares engine mechanical configurations, engine management systems, catalyst configurations and locations, and approaches to fuel control and the relationship of these parameters to engine. out and tailpipe emissions of regulated exhaust constituents. Nine of the student modified trucks passed the current levels of exhaust emission standards, and some exceeded the strictest future emissions standards envisioned by the US Environmental Protection Agency. Factors contributing to good emissions control using naturalgas are summarized, and observations concerning necessary components of a successful emissions control strategy are presented.

The objective of this study was the evaluation, both through experimentation and a literature review, of several advanced concepts for storing naturalgas at reduced pressure. The advanced concepts included adsorption on high surface area carbon, adsorption in high porosity zeolite, storage in clathration compounds, and storage by dissolution in liquid solvents. Results indicated that high surface area carbons with high packing density were the best low pressure storage mediums. A simple mathematical model was used to compare adsorption storage on a state-of-the-art carbon with compression storage. The model indicated that a vehicle using adsorption storage of naturalgas at 3.6 MPa will have 36% of the range, on the EPA city cycle, of a vehicle operating on a compression storage system having the same physical size and a peak storage pressure of 21 MPa. However, preliminary experiments and current literature suggest that the storage capacity of state-of-the-art carbons could be improved by as much as 50%, and that adsorption systems having a capacity equal to compression storage at 14 MPa are possible without exceeding a maximum pressure of 3.6 MPa.

NaturalGasNaturalGasNaturalgas pump Naturalgas, a fossil fuel comprised mostly of methane, is one of the cleanest burning alternative fuels. It can be used in the form of compressed naturalgas (CNG) or liquefied naturalgas (LNG) to fuel cars and trucks. Dedicated naturalgasvehicles are designed to run on naturalgas only, while dual-fuel or bi-fuel vehicles can also run on gasoline or diesel. Dual-fuel vehicles allow users to take advantage of the wide-spread availability of gasoline or diesel but use a cleaner, more economical alternative when naturalgas is available. Since naturalgas is stored in high-pressure fuel tanks, dual-fuel vehicles require two separate fueling systems, which take up passenger/cargo space. Naturalgasvehicles are not available on a large scale in the U.S.-only

The economic analysis concludes that, under the assumptions of the base case, a low pressure adsorbed naturalgas (ANG) system for vehicle fuel storage is a viable and competitive alternative to compressed naturalgas (CNG) storage systems. ANG systems offer the ability to reduce compressor capital and operating costs, and eliminate costs associated with periodic recertification of CNG storage cylinders. The only cost element to realize and increase due to ANG is the vehicle fuel storage apparatus. Specifically, the cost for purchasing adsorbent carbon becomes the most significant additional expenditure.

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funding provided by participating member commissions of the National Association of Regulatory Utility Commissioners (NARUC). The views and opinions of the authors do not necessarily state or reflect the views, opinions, or policies of the NRRI, the NARUC, or NARUC member commissions. EXECUTIVE SUM:MARY Transportation accounted for about 36 percent of the total net energy consumed in the United States in 1991 with petroleum the overwhelming choice (96 percent) among the various types of fuel. In recent years, the use of petroleum in transportation alone has exceeded domestic petroleum production. Transportation is also a major contributor to the increase in urban air pollution and greenhouse gases. Consequently, the development of vehicles powered by fuels other than petroleum is viewed as a promising approach in enhancing energy security and environmental protection. The focus of this study is to identify state regulatory actions that are conducive to the extensive use of naturalgas as a vehicular fuel. This study concludes that naturalgas refueling stations should not be regulated as a public utility, that a local distribution company should be allowed to participate in the refueling market only under strict state

This patent describes a naturalgas delivery system. It comprises a first vehicle mounted tank for storing liquid naturalgas and naturalgas vapor; a second vehicle mounted tank for storing liquid naturalgas and naturalgas vapor; a use line connected to the first and second tanks for receiving naturalgas from the first and second tanks and delivering naturalgas vapor to the use device on the vehicle and means for pressurizing the naturalgas in the use line; means for selecting one of the first or second tanks to deliver naturalgas to the use line; and means for overriding the selecting means to deliver naturalgas vapor to the use line from either of the tanks in response to detecting a pressure rise therein which exceeds a preselected maximum.

Accurate and verifiable emission reductions are a function of the degree of transparency and stringency of the protocols employed in documenting project- or program-associated emissions reductions. The purpose of this guide is to provide a background for law and policy makers, urban planners, and project developers working with the many Greenhouse Gas (GHG) emission reduction programs throughout the world to quantify and/or evaluate the GHG impacts of NaturalGasVehicle (NGVs). In order to evaluate the GHG benefits and/or penalties of NGV projects, it is necessary to first gain a fundamental understanding of the technology employed and the operating characteristics of these vehicles, especially with regard to the manner in which they compare to similar conventional gasoline or diesel vehicles. Therefore, the first two sections of this paper explain the basic technology and functionality of NGVs, but focus on evaluating the models that are currently on the market with their similar conventional counterparts, including characteristics such as cost, performance, efficiency, environmental attributes, and range. Since the increased use of NGVs, along with Alternative Fuel Vehicle (AFVs) in general, represents a public good with many social benefits at the local, national, and global levels, NGVs often receive significant attention in the form of legislative and programmatic support. Some states mandate the use of NGVs, while others provide financial incentives to promote their procurement and use. Furthermore, Federal legislation in the form of tax incentives or procurement requirements can have a significant impact on the NGV market. In order to implement effective legislation or programs, it is vital to have an understanding of the different programs and activities that already exist so that a new project focusing on GHG emission reduction can successfully interact with and build on the experience and lessons learned of those that preceded it. Finally, most programs that deal with passenger vehicles--and with transportation in general--do not address the climate change component explicitly, and thus there are few GHG reduction goals that are included in these programs. Furthermore, there are relatively few protocols that exist for accounting for the GHG emissions reductions that arise from transportation and, specifically, passenger vehicle projects and programs. These accounting procedures and principles gain increased importance when a project developer wishes to document in a credible manner, the GHG reductions that are achieved by a given project or program. Section four of this paper outlined the GHG emissions associated with NGVs, both upstream and downstream, and section five illustrated the methodology, via hypothetical case studies, for measuring these reductions using different types of baselines. Unlike stationary energy combustion, GHG emissions from transportation activities, including NGV projects, come from dispersed sources creating a need for different methodologies for assessing GHG impacts. This resource guide has outlined the necessary context and background for those parties wishing to evaluate projects and develop programs, policies, projects, and legislation aimed at the promotion of NGVs for GHG emission reduction.

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A technology demonstration program of dedicated compressed naturalgas (CNG) original equipment manufacturer (OEM) vehicles was conducted at FL Bliss, Texas to demonstrate the use of CNG as an alternative fuel. The demonstration program at FL Bliss was the first Army initiative with CNG-fueled vehicles under the legislated Alternative Motor Fuels Act. This Department of Energy (DOE)-supported fleet demonstration consisted of 48 General Services Administration (GSA)-owned, Army-leased 1992 dedicated CNG General Motors (GM) 3/4-ton pickup trucks and four 1993 gasoline-powered Chevrolet 3/4-ton pickup trucks.

This project was a continuation and refinement of a feasibility prototype naturalgas liquefier that had been designed, fabricated, and tested under a U.S. Department of Energy (DoE) Small Business Innovation Research (SBIR) contract. Extensive performance testing was conducted to characterize the naturalgas liquefier refrigeration capability and to collect data for diagnostic purposes. Analysis of the effectiveness of the regenerator concluded that the current design would require substantial empirical iterations. The final prototype with a design target of 1,000 Watts (W) refrigeration was able to achieve only 400 W of refrigeration, projected to 550 W at a higher charge pressure. Recommendations are made for further testing, analysis, and correlation to achieve a better optimized regenerator design for a second generation prototype naturalgas liquefier.

This interim report documents progress on this 2-year Alternative Fuel project, scheduled to end early 1993. Hythane is 85 vol% compressed naturalgas (CNG) and 15 vol% hydrogen; it has the potential to meet or exceed the California Ultra-Low Emission Vehicle (ULEV) standard. Three USA trucks (3/4 ton pickup) were operated on single fuel (unleaded gasoline, CNG, Hythane) in Denver. The report includes emission testing, fueling facility, hazard and operability study, and a framework for a national hythane strategy.

2 2 EIA Home > NaturalGas > NaturalGas Data Publications NaturalGas Annual, 2002 NaturalGas Annual 2002 Release date: January 29, 2004 Next release date: January 2005 The NaturalGas Annual, 2002 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2002. Summary data are presented for each State for 1998 to 2002. ÂThe NaturalGas Industry and Markets in 2002Â is a special report that provides an overview of the supply and disposition of naturalgas in 2002 and is intended as a supplement to the NaturalGas Annual 2002. Changes to data sources for this NaturalGas Annual, as a result of ongoing data quality efforts, have resulted in revisions to several data series. Production volumes have been revised for the Federal offshore and several States. Several data series based on the Form EIA-176, including deliveries to end-users in several States, were also revised. Additionally, revisions have been made to include updates to the electric power and vehicle fuel end-use sectors.

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national laboratory of the U.S. Department of Energy national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy National Renewable Energy Laboratory Innovation for Our Energy Future Subcontract Report Strategy for the Integration of NREL/SR-540-38720ï¿½ Hydrogen as a Vehicle Fuel into September 2005 ï¿½ the Existing NaturalGasVehicle ï¿½ Fueling Infrastructure of the ï¿½ Interstate Clean Transportation ï¿½ Corridor Project ï¿½ April 22, 2004 - August 31, 2005 Gladstein, Neandross & Associates ï¿½ Santa Monica, California ï¿½ NREL is operated by Midwest Research Institute â Battelle Contract No. DE-AC36-99-GO10337 Strategy for the Integration of Hydrogen as a Vehicle Fuel into the Existing NaturalGasVehicle Fueling Infrastructure of the Interstate Clean Transportation

By attending the conference, participants learn about new and planned OEM vehicle and engine technologies; studies comparing Diesel and gasoline emissions to naturalgas; new state and federal legislation; and innovative marketing programs they can use to help sell their products and services.

S. Department of Energy and S. Department of Energy and U.S. Department of Transportation Workshop Compressed NaturalGas and Hydrogen Fuels: Lessons Learned for the Safe Deployment of Vehicles Workshop Notes December 10-11, 2009 The U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT) hosted a workshop to exchange information among experts from China, India, and the U.S. on compressed naturalgas (CNG) and hydrogen (H 2 ) fuels for vehicles and to share lessons learned from deployment of these vehicles in public transit, fleets, and consumer transportation throughout the world. The workshop had five major objectives, and the success of the workshop in addressing these objectives is summarized below. 1. Coordinate lessons learned by identifying similarities and critical

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The transportation sector accounts for approximately 65% of US petroleum consumption. Consumption for light-duty vehicles has stabilized in the last 10--15 years; however, consumption in the heavy-duty sector has continued to increase. For various reasons, the US must reduce its dependence on petroleum. One significant way is to substitute alternative fuels (naturalgas, propane, alcohols, and others) in place of petroleum fuels in heavy-duty applications. Most alternative fuels have the additional benefit of reduced exhaust emissions relative to petroleum fuels, thus providing a cleaner environment. The best long-term technology for heavy-duty alternative fuel engines is the 4-stroke cycle, direct injected (DI) engine using a single fuel. This DI, single fuel approach maximizes the substitution of alternative fuel for diesel and retains the thermal efficiency and power density of the diesel engine. This report summarizes the results of the first year (Phase 1) of this contract. Phase 1 focused on developing a 4-stroke cycle, DI single fuel, alternative fuel technology that will duplicate or exceed diesel power density and thermal efficiency, while having exhaust emissions equal to or less than the diesel. Although the work is currently on a 3500 Series DING engine, the work is viewed as a basic technology development that can be applied to any engine. Phase 1 concentrated on DING engine component durability, exhaust emissions, and fuel handling system durability. Task 1 focused on identifying primary areas (e.g., ignition assist and gas injector systems) for future durability testing. In Task 2, eight mode-cycle-averaged NO{sub x} emissions were reduced from 11.8 gm/hp-hr (baseline conditions) to 2.5 gm/hp-hr (modified conditions) on a 3501 DING engine. In Task 3, a state-of-the-art fuel handling system was identified.

This report evaluates the hazards that are unique to a compressed-natural-gas (CNG)-fueled heavy hybrid electric vehicle (HEV) design compared with a conventional heavy vehicle. The unique design features of the heavy HEV are the CNG fuel system for the internal-combustion engine (ICE) and the electric drive system. This report addresses safety issues with the CNG fuel system and the electric drive system. Vehicles on U. S. highways have been propelled by ICEs for several decades. Heavy-duty vehicles have typically been fueled by diesel fuel, and light-duty vehicles have been fueled by gasoline. The hazards and risks posed by ICE vehicles are well understood and have been generally accepted by the public. The economy, durability, and safety of ICE vehicles have established a standard for other types of vehicles. Heavy-duty (i.e., heavy) HEVs have recently been introduced to U. S. roadways, and the hazards posed by these heavy HEVs can be compared with the hazards posed by ICE vehicles. The benefits of heavy HEV technology are based on their potential for reduced fuel consumption and lower exhaust emissions, while the disadvantages are the higher acquisition cost and the expected higher maintenance costs (i.e., battery packs). The heavy HEV is more suited for an urban drive cycle with stop-and-go driving conditions than for steady expressway speeds. With increasing highway congestion and the resulting increased idle time, the fuel consumption advantage for heavy HEVs (compared with conventional heavy vehicles) is enhanced by the HEVs' ability to shut down. Any increase in fuel cost obviously improves the economics of a heavy HEV. The propulsion system for a heavy HEV is more complex than the propulsion system for a conventional heavy vehicle. The heavy HEV evaluated in this study has in effect two propulsion systems: an ICE fueled by CNG and an electric drive system with additional complexity and failure modes. This additional equipment will result in a less reliable vehicle with a lower availability than a conventional heavy vehicle. Experience with heavy HEVs to date supports this observation. The key safety concern for the electric drive system is the higher voltages and currents that are required in the electric drive system. Faults that could expose personnel to these electric hazards must be considered, addressed, and minimized. The key issue for the CNG-fueled ICE is containment of the high-pressure naturalgas. Events that can result in a release of naturalgas with the possibility of subsequent ignition are of concern. These safety issues are discussed. The heavy HEV has the potential to have a safety record that is comparable to that of the conventional vehicle, but adequate attention to detail will be required.

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This report summarizes the results of Phase 2 of this contract. The authors completed four tasks under this phase of the subcontract. (1) They developed a computational fluid dynamics (CFD) model of a 3500 direct injected naturalgas (DING) engine gas injection/combustion system and used it to identify DING ignition/combustion system improvements. The results were a 20% improvement in efficiency compared to Phase 1 testing. (2) The authors designed and procured the components for a 3126 DING engine (300 hp) and finished assembling it. During preliminary testing, the engine ran successfully at low loads for approximately 2 hours before injector tip and check failures terminated the test. The problems are solvable; however, this phase of the program was terminated. (3) They developed a Decision & Risk Analysis model to compare DING engine technology with various other engine technologies in a number of commercial applications. The model shows the most likely commercial applications for DING technology and can also be used to identify the sensitivity of variables that impact commercial viability. (4) MVE, Inc., completed a preliminary design concept study that examines the major design issues involved in making a reliable and durable 3,000 psi LNG pump. A primary concern is the life of pump seals and piston rings. Plans for the next phase of this program (Phase 3) have been put on indefinite hold. Caterpillar has decided not to fund further DING work at this time due to limited current market potential for the DING engine. However, based on results from this program, the authors believe that DI naturalgas technology is viable for allowing a naturalgas-fueled engine to achieve diesel power density and thermal efficiency for both the near and long terms.

This document provides information on the supply and disposition of naturalgas to a wide audience. The 1996 data are presented in a sequence that follows naturalgas from it`s production to it`s end use.

1 1 EIA Home > NaturalGas > NaturalGas Data Publications NaturalGas Annual, 2001 The NaturalGas Annual, 2001 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2001. Summary data are presented for each State for 1997 to 2001. The data that appear in the tables of the NaturalGas Annual, 2001 are available as self-extracting executable files in ASCII TXT or CSV file format. This volume emphasizes information for 2001, although some tables show a five-year history. Please read the file entitled README.V1 for a description and documentation of information included in this file. Also available are files containing the following data: Summary Statistics - NaturalGas in the United States, 1997-2001 (Table 1) ASCII TXT, and NaturalGas Supply and Disposition by State, 2001 (Table 2) ASCII TXT.

The NaturalGas Annual provides information on the supply and disposition of naturalgas to a wide audience including industry, consumers, Federal and State agencies, and educational institutions. The 1994 data are presented in a sequence that follows naturalgas (including supplemental supplies) from its production to its end use. This is followed by tables summarizing naturalgas supply and disposition from 1990 to 1994 for each Census Division and each State. Annual historical data are shown at the national level.

The NaturalGas Annual provides information on the supply and disposition of naturalgas to a wide audience including industry, consumers, Federal and State agencies, and educational institutions. The 1995 data are presented in a sequence that follows naturalgas (including supplemental supplies) from its production to its end use. This is followed by tables summarizing naturalgas supply and disposition from 1991 to 1995 for each Census Division and each State. Annual historical data are shown at the national level.

Monthly highlights of activities, events, and analyses of interest to public and private sector organizations associated with the naturalgas industry are presented. Feature articles for this issue are: NaturalGas Overview for Winter 1983-1984 by Karen A. Kelley; and an Analysis of NaturalGas Sales by John H. Herbert. (PSB)

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Liquefied naturalgas (LNG) is being developed as a heavy vehicle fuel. The reason for developing LNG is to reduce our dependency on imported oil by eliminating technical and costs barriers associated with its usage. The U.S. Department of Energy (DOE) has a program, currently in its third year, to develop and advance cost-effective technologies for operating and refueling naturalgas-fueled heavy vehicles (Class 7-8 trucks). The objectives of the DOE NaturalGasVehicle Systems Program are to achieve market penetration by reducing vehicle conversion and fuel costs, to increase consumer acceptance by improving the reliability and efficiency, and to improve air quality by reducing tailpipe emissions. One way to reduce fuel costs is to develop new supplies of cheap naturalgas. Significant progress is being made towards developing more energy-efficient, low-cost, small-scale naturalgas liquefiers for exploiting alternative sources of naturalgas such as from landfill and remote gas sites. In particular, the DOE program provides funds for research and development in the areas of; naturalgas clean up, LNG production, advanced vehicle onboard storage tanks, improved fuel delivery systems and LNG market strategies. In general, the program seeks to integrate the individual components being developed into complete systems, and then demonstrate the technology to establish technical and economic feasibility. The paper also reviews the importance of cryogenics in designing LNG fuel delivery systems.

The US Department of Energy`s naturalgas program is aimed at meeting simultaneously our national energy needs, reducing oil imports, protecting our environment, and improving our economy The NaturalGas Strategic Plan for 1995 represents a Department-wide effort to articulate the key issues related to the expanded development and utilization of naturalgas, and defines the roles of the federal government and US industry in partnering to accomplish the strategic goals defined. The four overarching goals of the NaturalGas Strategic Plan are to: foster the development of advanced naturalgas technologies; encourage the adoption of advanced naturalgas technologies in new and existing markets; support the removal of policy impediments to naturalgas use in new and existing markets; and foster technologies and policies to maximize the environmental benefits of naturalgas use. DOE`s proposed fiscal year (FY) 1996 budget represents a commitment to naturalgas research, development, and demonstration (RD&D) from reservoir to end use. DOE has redirected and increased funding for its naturalgas exploration, production, delivery and storage, processing, and utilization RD&D programs, shifting funds from other energy programs to programs that will enhance efficiency and advance the role of naturalgas in our domestic energy resources portfolio.

6 6 Released: October 31, 2007 The NaturalGas Annual 2006 Summary Highlights provides an overview of the supply and disposition of naturalgas in 2006 and is intended as a supplement to the NaturalGas Annual 2006. The NaturalGas Annual 2006 Summary Highlights provides an overview of the supply and disposition of naturalgas in 2006 and is intended as a supplement to the NaturalGas Annual 2006. NaturalGas Annual --- Full report in PDF (5 MB) Special Files --- All CSV files contained in a self-extracting executable file. Respondent/Company Level NaturalGas Data Files Annual Natural and Supplemental Gas Supply and Disposition Company level data (1996 to 2007) as reported on Form EIA-176 are provided in the EIA-176 Query System and selected data files. EIA-191A Field Level Underground NaturalGas Storage Data: Detailed annual data (2006 and 2007) of storage field capacity, field type, and maximum deliverability as of December 31st of the report year, as reported by operators of all U.S. underground naturalgas storage fields.

and and infrastructure research, development, and deployment through its FreedomCAR and Vehicle Technologies Program to help the United States reduce its dependence on imported petro- leum and to pave the way to a future transportation network based on hydrogen. Naturalgasvehicles can also reduce emissions of regulated pollutants compared with vehicles powered by conventional fuels such as gasoline

4 4 EIA Home > NaturalGas > NaturalGas Data Publications NaturalGas Annual, 2004 NaturalGas Annual 2004 Release date: December 19, 2005 Next release date: January 2007 The NaturalGas Annual, 2004 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2004. Summary data are presented for each State for 2000 to 2004. The data that appear in the tables of the NaturalGas Annual, 2004 is available as self-extracting executable file or CSV file format. This volume emphasizes information for 2004, although some tables show a five-year history. Please read the file entitled README.V1 for a description and documentation of information included in this file.

Casinghead gasoline or natural gasoline, now more suitably known as natural-gas liquids (NGL), was a nuisance when first found, but was developed into a major and profitable commodity. This part of the petroleum industry began at about the turn of the century, and more than 60 yr later the petroleum industry recovers approx. one million bbl of natural-gas liquids a day from 30 billion cu ft of naturalgas processed in more than 600 gasoline plants. Although casinghead gasoline first was used for automobile fuel, natural-gas liquids now are used for fuel, industrial solvents, aviation blending stock, synthetic rubber, and many other petrochemical uses. Production from the individual plants is shipped by tank car, tank truck, pipeline, and tankers all over the world. Most of the natural-gas liquids come from wet naturalgas which contains a considerable quantity of vapor, ranging from 0.5 to 6 gal/Mcf, and some particularly rich gases contain even more which can be liquefied. Nonassociated gas is generally clean, with a comparatively small quantity of gasoline, 0.1 to 0.5 gas/Mcf. The natural-gas liquids branch of the industry is build around the condensation of vapors in naturalgas. Natural-gas liquids are processed either by the compression method or by adsorption processes.

3 3 EIA Home > NaturalGas > NaturalGas Data Publications NaturalGas Annual, 2003 NaturalGas Annual 2003 Release date: December 22, 2004 Next release date: January 2006 The NaturalGas Annual, 2003 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2003. Summary data are presented for each State for 1999 to 2003. ÂThe NaturalGas Industry and Markets in 2003Â is a special report that provides an overview of the supply and disposition of naturalgas in 2003 and is intended as a supplement to the NaturalGas Annual 2003. The data that appear in the tables of the NaturalGas Annual, 2003 is available as self-extracting executable file or CSV file format. This volume emphasizes information for 2003, although some tables show a five-year history. Please read the file entitled README.V1 for a description and documentation of information included in this file.

9 9 Released: December 28, 2010 The NaturalGas Annual 2009 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2009. Summary data are presented for each State for 2005 to 2009. The NaturalGas Annual 2009 Summary Highlights provides an overview of the supply and disposition of naturalgas in 2009 and is intended as a supplement to the NaturalGas Annual 2009. NaturalGas Annual --- Full report in PDF (5 MB) Special Files --- All CSV files contained in a self-extracting executable file. Respondent/Company Level NaturalGas Data Files Annual Natural and Supplemental Gas Supply and Disposition Company level data (1996 to 2009) as reported on Form EIA-176 are provided in the EIA-176 Query System and selected data files. EIA-191A Field Level Underground NaturalGas Storage Data: Detailed annual data (2005 to 2009) of storage field capacity, field type, and maximum deliverability as of December 31st of the report year, as reported by operators of all U.S. underground naturalgas storage fields.

7 7 Released: January 28, 2009 The NaturalGas Annual 2007 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2007. Summary data are presented for each State for 2003 to 2007. The NaturalGas Annual 2007 Summary Highlights provides an overview of the supply and disposition of naturalgas in 2007 and is intended as a supplement to the NaturalGas Annual 2007. NaturalGas Annual --- Full report in PDF (5 MB) Special Files --- All CSV files contained in a self-extracting executable file. Respondent/Company Level NaturalGas Data Files Annual Natural and Supplemental Gas Supply and Disposition Company level data (1996 to 2007) as reported on Form EIA-176 are provided in the EIA-176 Query System and selected data files. EIA-191A Field Level Underground NaturalGas Storage Data: Detailed annual data (2005 to 2007) of storage field capacity, field type, and maximum deliverability as of December 31st of the report year, as reported by operators of all U.S. underground naturalgas storage fields.

8 8 Released: March 2, 2010 The NaturalGas Annual 2008 provides information on the supply and disposition of naturalgas in the United States. Production, transmission, storage, deliveries, and price data are published by State for 2008. Summary data are presented for each State for 2004 to 2008. The NaturalGas Annual 2008 Summary Highlights provides an overview of the supply and disposition of naturalgas in 2008 and is intended as a supplement to the NaturalGas Annual 2008. NaturalGas Annual --- Full report in PDF (5 MB) Special Files --- All CSV files contained in a self-extracting executable file. Respondent/Company Level NaturalGas Data Files Annual Natural and Supplemental Gas Supply and Disposition Company level data (1996 to 2008) as reported on Form EIA-176 are provided in the EIA-176 Query System and selected data files. EIA-191A Field Level Underground NaturalGas Storage Data: Detailed annual data (2005 to 2008) of storage field capacity, field type, and maximum deliverability as of December 31st of the report year, as reported by operators of all U.S. underground naturalgas storage fields.

March 25, 2013 March 25, 2013 Image of how methane hydrates can form in arctic and marine environments. | Illustration by the Energy Department. Data from Alaska Test Could Help Advance Methane Hydrate R&D Methane Hydrates present an enormous energy resource. The Energy Department is working to advance technologies and reap the possible benefits for a more secure energy future. March 22, 2013 ARPA-E Announces $40 Million for Research Projects to Develop Cleaner and Cheaper Transportation Choices for Consumers Two New ARPA-E Programs Will Engage Nation's Brightest Scientists, Engineers and Entrepreneurs in Research Competition to Improve Vehicle Manufacturing Techniques and NaturalGas Conversion January 10, 2013 Today shale gas accounts for about 25 percent of our naturalgas production. And experts believe this abundant supply will mean lower energy costs for millions of families; fewer greenhouse gas emissions; and more American jobs. | Photo courtesy of the EIA.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

2, 2010 at 2:00 P.M. 2, 2010 at 2:00 P.M. Next Release: Thursday, July 29, 2010 Overview Prices Storage Other Market Trends NaturalGas Transportation Update Overview (For the Week Ending Wednesday, July 21, 2010) Naturalgas prices rose across market locations in the lower 48 States during the report week. The Henry Hub naturalgas spot price rose 31 cents, or 7 percent, during the week, averaging $4.70 per million Btu (MMBtu) yesterday, July 21. At the New York Mercantile Exchange (NYMEX), the price of the August 2010 naturalgas futures contract for delivery at the Henry Hub rose about 21 cents, or 5 percent, ending the report week at $4.513 per MMBtu. Working naturalgas in storage increased to 2,891 billion cubic feet (Bcf) as of Friday, July 16, according to EIAÂs Weekly NaturalGas Storage

2, 2011 at 2:00 P.M. 2, 2011 at 2:00 P.M. Next Release: Thursday, May 19, 2011 Overview Prices Storage Other Market Trends NaturalGas Transportation Update Overview (For the Week Ending Wednesday, May 11, 2011) Naturalgas prices fell across the board as oil prices dropped steeply along with most other major commodities. At the Henry Hub, the naturalgas spot price fell 36 cents from $4.59 per million Btu (MMBtu) on Wednesday, May 4, to $4.23 per MMBtu on Wednesday, May 11. At the New York Mercantile Exchange, the price of the near-month naturalgas contract (June 2011) dropped almost 9 percent, falling from $4.577 per MMBtu last Wednesday to $4.181 yesterday. Working naturalgas in storage rose by 70 billion cubic feet (Bcf) to 1,827 Bcf, according to EIAÂs Weekly NaturalGas Storage Report.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

Sample records for natural gas vehicles from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "natural gas vehicles" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

The NaturalGas Annual provides information on the supply and disposition of naturalgas to a wide audience including industry, consumers, Federal and State agencies, and educational institutions. The 1997 data are presented in a sequence that follows naturalgas (including supplemental supplies) from its production to its end use. This is followed by tables summarizing naturalgas supply and disposition from 1993 to 1997 for each Census Division and each State. Annual historical data are shown at the national level. 27 figs., 109 tabs.